Variable sensitivity input device for vehicle

ABSTRACT

A first sensitivity level is used to interpret an input signal received from an input device in a vehicle while the vehicle is in a first region. A second sensitivity level is used to interpret the input signal received from the input device in the vehicle while the vehicle is in a second region, wherein the second sensitivity level is greater than the first sensitivity level.

CROSS REFERENCE TO OTHER APPLICATIONS

This application is a continuation of co-pending U.S. patent applicationSer. No. 16/182,463 entitled VARIABLE SENSITIVITY INPUT DEVICE FORVEHICLE filed Nov. 6, 2018 which is incorporated herein by reference forall purposes.

BACKGROUND OF THE INVENTION

New types of vehicles are being developed for inexperienced users withminimal training and/or experience (e.g., the users are not required toobtain a license, they are not expected to undergo weeks or even days oftraining, etc.). In some cases, the vehicles are single-seat vehicles sothat an instructor cannot accompany the user and intervene if needed.Given the inexperience of such users, new techniques to improve safetyfor the users and/or people in the vicinity of the vehicle would bedesirable.

BRIEF DESCRIPTION OF THE DRAWINGS

Various embodiments of the invention are disclosed in the followingdetailed description and the accompanying drawings.

FIG. 1 is a flowchart illustrating an embodiment of a process to usedifferent sensitivity levels to interpret an input signal received froman input device in a vehicle.

FIG. 2 is a diagram illustrating an embodiment of an overwater landingzone at the end of a pier.

FIG. 3A is a diagram illustrating an embodiment of states associatedwith takeoff where a signal from a base station initiates a change froma first, smaller sensitivity level to a second, larger sensitivitylevel.

FIG. 3B is a diagram illustrating an embodiment of states associatedwith landing where a signal from a base station initiates a change froma second, larger sensitivity level to a first, smaller sensitivitylevel.

FIG. 4 is a flowchart illustrating an embodiment of a process to usedifferent sensitivity levels to interpret an input signal received froman input device in a vehicle where a switch is performed in response toa signal.

FIG. 5A is a diagram illustrating an embodiment of a maximum velocityassociated with a vehicle as that vehicle takes off and moves away froma reference location.

FIG. 5B is a diagram illustrating an embodiment of a maximum velocityassociated with a vehicle as that vehicle moves towards a referencelocation for a landing.

FIG. 6 is a flowchart illustrating an embodiment of a process to usedifferent sensitivity levels for an input device where a switch isperformed automatically.

FIG. 7 is a flowchart illustrating an embodiment of a process to usedifferent sensitivity levels to interpret an input signal received froman input device in a vehicle where the first sensitivity level is at asensitivity level where the input signal received from the input deviceis ignored.

FIG. 8A is a diagram illustrating an embodiment of a single-seatmulticopter.

FIG. 8B is a diagram illustrating an embodiment of the cockpit of asingle-seat multicopter.

FIG. 9A is a diagram showing an embodiment of a multicopter without aninput device for altitude control where the altitude is controlled by asupervisor at a base station.

FIG. 9B is a diagram showing an embodiment of a multicopter without aninput device for altitude control where the altitude is controlled by anautonomous flight process.

FIG. 10 is a flowchart illustrating an embodiment of a process to usedifferent sensitivity levels to interpret an input signal received froman input device in a vehicle where there is no input device for altitudecontrol.

DETAILED DESCRIPTION

The invention can be implemented in numerous ways, including as aprocess; an apparatus; a system; a composition of matter; a computerprogram product embodied on a computer readable storage medium; and/or aprocessor, such as a processor configured to execute instructions storedon and/or provided by a memory coupled to the processor. In thisspecification, these implementations, or any other form that theinvention may take, may be referred to as techniques. In general, theorder of the steps of disclosed processes may be altered within thescope of the invention. Unless stated otherwise, a component such as aprocessor or a memory described as being configured to perform a taskmay be implemented as a general component that is temporarily configuredto perform the task at a given time or a specific component that ismanufactured to perform the task. As used herein, the term ‘processor’refers to one or more devices, circuits, and/or processing coresconfigured to process data, such as computer program instructions.

A detailed description of one or more embodiments of the invention isprovided below along with accompanying figures that illustrate theprinciples of the invention. The invention is described in connectionwith such embodiments, but the invention is not limited to anyembodiment. The scope of the invention is limited only by the claims andthe invention encompasses numerous alternatives, modifications andequivalents. Numerous specific details are set forth in the followingdescription in order to provide a thorough understanding of theinvention. These details are provided for the purpose of example and theinvention may be practiced according to the claims without some or allof these specific details. For the purpose of clarity, technicalmaterial that is known in the technical fields related to the inventionhas not been described in detail so that the invention is notunnecessarily obscured.

New types of aircraft are being developed for use by inexperiencedpilots. Takeoffs and landings are the most difficult and dangerous partof flying and new techniques which can be deployed during takeoffs andlandings (and/or at other times) to assist with safety while stillsupporting a fun and enjoyable flight experience are described herein.In some embodiments, this is done by using a first sensitivity level tointerpret an input signal received from an input device in a vehiclewhile the vehicle is in a first region and using a second sensitivitylevel to interpret the input signal received from the input device inthe vehicle while the vehicle is in a second region, wherein the secondsensitivity level is greater than the first sensitivity level. Forexample, the vehicle may be an aircraft where the first region is at ornear the landing zone where the aircraft is less sensitive to the inputsignal from the input device (e.g., a joystick) so that the aircraftresponds or flies at slower speeds when at or near the landing zone.

FIG. 1 is a flowchart illustrating an embodiment of a process to usedifferent sensitivity levels to interpret an input signal received froman input device in a vehicle. In some embodiments, the vehicle is anaircraft and the process is performed by a flight controller or flightcomputer (e.g., embodiment in a processor and a memory coupled with theprocessor which provides the processor with instructions).

At 100, a first sensitivity level is used to interpret an input signalreceived from an input device in a vehicle while the vehicle is in afirst region. For example, suppose the vehicle is an aircraft and theinput device is a joystick. The aircraft's landing zone (and possiblysome region around the landing zone) is included in the first region. Inthis example, the first sensitivity level is relatively small and causesa flight computer to interpret the pilot's inputs via the joystick asrelatively slow velocities while the aircraft is over and/or near thelanding zone. For example, if the pilot pushes the joystick forward allthe way (i.e., the joystick is at full displacement from center) whilethe aircraft is at or near the landing zone, this would be interpretedas a relatively slow (e.g., maximum) velocity. In one example, thisfirst (e.g., relatively small) sensitivity level goes from 0 m/s (e.g.,the joystick is a spring-centered joystick and is in a centeredposition) to 1 m/s (e.g., the joystick is at full displacement fromcenter).

Being less sensitive to the input signal from an input device while anaircraft is at or near a landing zone (per the example described above)may be desirable because it makes it easier for a pilot to land theaircraft in a relatively small area, especially if that pilot isinexperienced. For example, some types of single-seat aircraft are beingdeveloped where the pilots are not required to have undergonesignificant training and/or certification (e.g., training may be only afew minutes long). It is assumed that some pilots will be inexperiencedwith flying in general. With the single-seat configuration, aninstructor cannot ride along and intervene if needed. Landing anaircraft on a platform over water or within some boundary may requiremore precision and/or skill than (as an example) flying in the openskies with no other objects or obstacles in the air. By using lesssensitivity to interpret the input signal from the input device duringlanding (i.e., at or near the landing zone), this may prevent the pilotfrom missing or overshooting the landing zone because the aircraft isconstrained to fly at slower speeds (e.g., less sensitive means a sameamount of joystick displacement results in less of an increase inspeed).

In some applications, a landing zone is shared by multiple aircraft andso there may be other aircraft in the vicinity of the landing zone.Going slower at or near the landing zone may also be safer because inthe event of a crash, slower collisions tend to be safer for the pilotand/or other people (e.g., the other pilot, people on the ground, etc.).

Another benefit in being less sensitive to the joystick or other inputdevice is that it may prevent and/or mitigate pilot induced oscillations(e.g., where an inexperienced pilot goes too far in one manner oraspect, overcorrects, goes too far in the other direction, overcorrects,etc.) which are more likely to occur during a takeoff or landing thanwhen the pilot is flying around in a more unconstrained manner or area.

At 102, a second sensitivity level is used to interpret the input signalreceived from the input device in the vehicle while the vehicle is in asecond region, wherein the second sensitivity level is greater than thefirst sensitivity level. To continue the example from above, supposethat the second region is relatively far away from the landing zone withfew or no obstacles. The exemplary aircraft described above is designedto fly over water (e.g., it has pontoons or floats which providebuoyancy so that the aircraft can land on water if desired). In oneexample application, the landing zone is near the shoreline. Once theaircraft has taken off and flies towards open water, there may berelatively few obstacles to worry about. As such, it may be sufficientlysafe (and fun, from the pilot's perspective) to be more sensitive wheninterpreting the joystick's inputs when the pilot is flying over openwater. To put it another way, it may be sufficiently safe when theaircraft is away from the landing zone to permit the pilot to fly theaircraft at faster (e.g., maximum) velocities. To that end, a moresensitive interpretation of the input signal from the input device inthis region (e.g., away from the landing zone) is used. For example, thepermitted velocity may range from 0 m/s (e.g., when the spring-centeredjoystick is centered) to 5 m/s (e.g., when the joystick is at fulldisplacement from center) when the aircraft is away from the landingzone. In contrast, when the aircraft is at or near the landing zone, thesame amount of joystick displacement would be interpreted on a lesssensitive scale so that a slower speed results.

Although some examples described herein use a landing zone to describeor otherwise define a first region and a second region, in someembodiments, the regions are defined differently and/or for otherpurposes. For example, areas with more congestion and/or obstacles maybe defined as a region where a less sensitive interpretation or responseis used; areas with more congestion and/or obstacles may be defined as aregion where a more sensitive interpretation or response is used.

Similarly, although some examples described herein use joysticks as anexample of an input device, any type of input device may be usedincluding sliders, dials/knobs, increase/decrease buttons, etc.

In various embodiments, the decision about when to switch between afirst region and a first sensitivity level at step 100 and a secondregion and a second sensitivity level at step 102 is performed per avariety of techniques. The following figure describes two examples. Inthe first example, a base station is used to initiate the change. In thesecond example, the aircraft automatically decides when to make thechange.

FIG. 2 is a diagram illustrating an embodiment of an overwater landingzone at the end of a pier. In the example shown, a multicopter takes offfrom and lands on a landing zone (200) that is located over water at theend of a pier. The landing zone (200) is located at the center of animaginary circle (202) with a radius of R. As described above, it may besafer to limit the speed of aircraft at or near the landing zone, but itmay be more enjoyable if the pilot can fly at faster speeds when overopen water with few or no obstacles. For this reason, inside of thecircle (202) is one example of a first region where a first sensitivitylevel is used (e.g., less sensitive) and outside of the circle (202) isone example of a second region where a second sensitivity level is used(e.g., more sensitive) to interpret the input signal from the inputdevice.

In some embodiments, base station 204 is used to switch between the tworegions and sensitivity levels. For example, suppose the aircraft is onlanding zone (200) waiting to take off. The flight begins with theflight computer interpreting the input signal from the joystick or otherinput device in a less sensitive manner (e.g., so the aircraft is onlypermitted to fly between 0 m/s and 1 m/s at or near the landing zone). Aperson (e.g., some supervisor or monitor) watches the aircraft take offfrom the landing zone. Once the aircraft is sufficiently far from thelanding zone (e.g., outside of circle 202, as multicopter 208 is), thecontroller or supervisor at the base station (204) causes the basestation to send a signal to the aircraft. In response to receiving thesignal, the aircraft will (e.g., gradually) switch from the firstsensitivity level (see, e.g., step 100 in FIG. 1) to the secondsensitivity level (see e.g., step 102 in FIG. 1). In other words, thepilot can fly at faster speeds once permission has been granted from asupervisor or controller via the base station (204).

When it is time to land the aircraft (not shown), the reverse happens.The pilot will fly the aircraft towards the landing zone. When theaircraft gets close to the landing zone (e.g., when entering circle202), the supervisor at the base station will cause a signal to be sentfrom the base station (204) to the incoming aircraft which causes theflight computer to switch from the more sensitive interpretation of orresponse to the joystick to the less sensitive interpretation of orresponse to the joystick. This will force the aircraft to fly at slowerspeeds inside of circle 202 (i.e., at or near the landing zone).

In some applications, using a base station to switch between the tworegions and sensitivities is attractive because it is relatively easy toimplement. For example, this may be how the first version of thisfeature is rolled out. In some applications, someone is/was alreadyonsite for other reasons (e.g., to greet people, to explain rules, toperform maintenance/servicing, for security, etc.) and so this controlparadigm dovetails neatly with existing staffing support.

The following figure shows exemplary state transitions associated withtakeoff and landing using this technique.

FIG. 3A is a diagram illustrating an embodiment of states associatedwith takeoff where a signal from a base station initiates a change froma first, smaller sensitivity level to a second, larger sensitivitylevel. In the example shown, an aircraft is taking off and starts instate 300 where the maximum joystick displacement (e.g., from center) isassociated with a maximum velocity of 1 m/s (which in this example is arelatively slow maximum velocity).

The aircraft stays in state 300 (i.e., where the system is lesssensitive to the joystick or other input device) until a signal isreceived from a base station to be more sensitive to the joystick. Inresponse, the aircraft switches from state 300 to state 302 where thesensitivity level is gradually increased. Another way to describe state302 is to say that the maximum velocity associated with the maximumjoystick displacement (e.g., previously 1 m/s) is gradually increased(e.g., to 5 m/s).

In this example, there is a gradual change between the less sensitivestate (e.g., associated with state 300) and the more sensitive state(e.g., associated with state 304). This is to ensure a smooth transitionand/or pleasant flight experience. For example, suppose that the pilothad the joystick pushed all the way forward after takeoff. If the flightcomputer were to suddenly switch from the less sensitive response to thejoystick's inputs to the more sensitive response, then the flightcomputer would suddenly observe a jump in the input signal from adesired speed of 1 m/s to 5 m/s. To avoid a sudden acceleration ordeceleration, a gradual transition is used in this example.

Once the maximum velocity has reached the larger (i.e., faster) target(in this example, 5 m/s), the flight computer switches to state 304where the system is more sensitive to the joystick's inputs. In thisstate, the maximum joystick displacement corresponds to a maximumvelocity of 5 m/s.

FIG. 3B is a diagram illustrating an embodiment of states associatedwith landing where a signal from a base station initiates a change froma second, larger sensitivity level to a first, smaller sensitivitylevel. In this example, an aircraft has been flying (e.g., over openwater) with a more sensitive response to the joystick (e.g., whichpermits or otherwise enables faster maximum velocities) but now thepilot is ready to land.

The aircraft starts in state 310 in a more sensitive state where themaximum joystick displacement corresponds to a maximum velocity of 5m/s. As the aircraft approaches the landing zone to land, the person atthe base station sees the aircraft coming in to land. When the aircraftgets close to the landing zone, the supervisor causes a signal (to beless sensitive to the joystick's inputs) to be sent from the basestation to the aircraft. In response to the signal, the aircraft goes tostate 312, where the sensitivity (e.g., to the joystick or other inputdevice) is gradually decreased. To put it another way, the maximumvelocity associated with the maximum joystick displacement is graduallydecreased from 5 m/s to 1 m/s (at least in this example).

Once the maximum velocity reaches the smaller (i.e., slower target), theaircraft enters state 314 which is associated with a less sensitiveresponse to the joystick where the maximum joystick displacementcorresponds to a maximum velocity of 1 m/s (i.e., the smaller dynamicrange is used).

The following figure describes this process more formally and/orgenerally in a flowchart.

FIG. 4 is a flowchart illustrating an embodiment of a process to usedifferent sensitivity levels to interpret an input signal received froman input device in a vehicle where a switch is performed in response toa signal. FIG. 4 is related to FIG. 1 and the same or similar referencenumbers are used to indicate the related steps.

At 100, a first sensitivity level is used to interpret an input signalreceived from an input device in a vehicle while the vehicle is in afirst region. For example, in FIG. 2, a less sensitive interpretation ofor response to a joystick or other input device's input signal is usedwhen an aircraft is near landing zone 200. In FIG. 3A this correspondsto state 300 (e.g., at takeoff when the aircraft is on or near thelanding zone) and in FIG. 3B this corresponds to state 314 (e.g., duringlanding when the aircraft is on or near the landing zone).

At 400, a signal associated with switching between the first sensitivitylevel and a second sensitivity level is received, wherein in response toreceiving the signal, a switch between using the first sensitivity leveland using the second sensitivity level is performed. For example, inFIG. 2, the signal is sent via the base station (204) when a supervisoror controller on shore observes an aircraft entering or leaving circle202. It is noted that this signal may be associated with or otherwisetrigger switching from the first sensitivity level to the secondsensitivity level as shown in FIG. 3A or vice versa as shown in FIG. 3B.

At 102, a second sensitivity level is used to interpret the input signalreceived from the input device in the vehicle while the vehicle is in asecond region, wherein the second sensitivity level is greater than thefirst sensitivity level. See, for example, state 304 in FIG. 3A andstate 310 in FIG. 3B. In FIG. 2, this corresponds to the region outsideof circle 202.

Returning to FIG. 2, in some embodiments, automatic switching betweendifferent sensitivity levels to an input device based on region orlocation is performed. Generally speaking, with this technique (whichmay be implemented in a variety of ways), the aircraft continuallychecks or otherwise decides if it is in the first region or the secondregion and changes its sensitivity level to the input deviceaccordingly. This may be implemented using a variety of techniques,including geofencing.

For simplicity and ease of explanation, in one example, referencelocation transmitter (210) transmits the (e.g., GPS) location of areference location, which in this example is the location of the landingzone (200). An aircraft will periodically check its (e.g., GPS) locationand calculate the distance between itself and the reference location. Ifthe distance is greater than R, then the flight computer will decidethat it is in the second region (i.e., outside of circle 202) and usethe second sensitivity level to interpret input signals from thejoystick or other input device. For example, aircraft 208 would makethis decision. If the distance calculated is R or less, then the flightcomputer decides that it is in the first region (i.e., inside of circle202) and the first sensitivity level will be used to interpret orotherwise respond to input signals from the input device. For example,aircraft 206 would make this decision. As described above, it may bedesirable to gradually make the switch between the different sensitivitylevels. The following figures show an example of this.

FIG. 5A is a diagram illustrating an embodiment of a maximum velocityassociated with a vehicle as that vehicle takes off and moves away froma reference location. In this example, the x-axis is the distance from areference location (e.g., landing zone 200 in FIG. 2) and the y-axis isthe maximum velocity associated with a maximum joystick displacement.For simplicity and ease of explanation, in this example it is assumedthat the aircraft takes off and keeps moving away from the landing zone(i.e., without circling back).

When the aircraft is on or at the landing zone (i.e., distance fromreference location=0), the maximum velocity is 1 m/s in this example.This corresponds to using the first sensitivity level. As the aircraftflies away from the reference location, it periodically calculates thedistance between itself and the reference location (in this example, thelanding zone) and compares it to a threshold (in this example, R_(out)).While the distance is less than R_(out), the first sensitivity level isused (500).

Once the aircraft is a distance of R_(out) from the reference location,the flight computer on the aircraft gradually increases the sensitivitylevel. In this example that corresponds to increasing the maximumvelocity associated with a maximum joystick displacement from 1 m/s to 5m/s. When the maximum velocity reaches 5 m/s, the maximum velocitylevels off even as the distance from the reference location increases.From this point onwards (502), the second sensitivity level is usedwhich permits the aircraft to fly faster.

FIG. 5B is a diagram illustrating an embodiment of a maximum velocityassociated with a vehicle as that vehicle moves towards a referencelocation for a landing. In this example, the aircraft is returning tothe landing zone to land. At distances greater than R_(in) from thelanding zone (510), a second sensitivity level is used which correspondsto a maximum velocity of 5 m/s (associated with the maximum joystickdisplacement). At a distance of R_(in) from the landing zone, the flightcomputer will begin to gradually decrease the sensitivity level used tointerpret the input device. This corresponds to decreasing the maximumvelocity (e.g., corresponding to a maximum joystick displacement) untila maximum velocity of 1 m/s is reached. Once a maximum velocity of 1 m/sis reached, the maximum velocity levels off. In this range (512) thefirst sensitivity level is used and the aircraft is forced to fly atslower speeds.

In various embodiments, R_(in) and R_(out) may be selected as desired.In some embodiments, R_(in)>R_(out). In some embodiments, R_(in) andR_(out) are selected so that the range of 500 in FIG. 5A approximatesthe range of 512 in FIG. 5B and/or the range of 502 in FIG. 5Aapproximates the range of 510 in FIG. 5B.

The following figure describes this example more generally and/orformally in a flowchart.

FIG. 6 is a flowchart illustrating an embodiment of a process to usedifferent sensitivity levels for an input device where a switch isperformed automatically. FIG. 6 is related to FIG. 1 and the same orsimilar reference numbers are used to indicate the related steps.

At 600, a current location of the vehicle is obtained. For example, anaircraft may include a GPS transceiver and use the transceiver to obtainits location.

At 602, it is determined whether the vehicle is in a first region or asecond region based at least in part on the current location of thevehicle. In FIG. 2, for example, the first region corresponds to insidecircle 202 and the second region corresponds to outside of circle 202.The distance between the current location of the vehicle and thelocation of the landing zone (200), transmitted by the referencelocation transmitter (210), is calculated and compared against thedistance R to make that determination in the example of FIG. 2. In someother embodiments, some other technique is used. For example, geofencingmay be used where the boundary of the geofence is used to define orotherwise mark where the first region and the second region are.

In response to determining that the vehicle is in the first region at602, a first sensitivity level is used to interpret an input signalreceived from an input device in a vehicle while the vehicle is in afirst region at 100. For example, aircraft 206 in FIG. 2 would determineit is in the first region and as a result would use a first sensitivitylevel (e.g., less sensitive to inputs received via the input device).

In response to determining that the vehicle is in the second region at602, a second sensitivity level is used to interpret the input signalreceived from the input device in the vehicle while the vehicle is in asecond region, wherein the second sensitivity level is greater than thefirst sensitivity level at 102. See, for example, aircraft 208 in FIG. 2which would use a second, more sensitive level to interpret an inputsignal received from an input device compared to aircraft 206. Thisgreater level of sensitivity to the input signal from the input devicewould enable aircraft 208 (outside of circle 202 and further away fromlanding zone 200) to fly faster than aircraft 206 (which is inside ofcircle 202 and closer to landing zone 200).

After using the first sensitivity level at 100 or using the secondsensitivity level at 102, it is determined at 604 if the process isdone. For example, this process may end when the flight computer isturned off. If it is determined at 604 that the process is done, theprocess ends. Otherwise, the current location of the vehicle is obtainedat step 600.

In some applications, automatically detecting or deciding when to switchbetween sensitivity levels is desirable because it does not require thepresence of a supervisor or controller on the ground. It may also besafer because a human supervisor or monitor may “miss” an incomingaircraft and may forget to switch the aircraft from the first (e.g.,smaller) sensitivity level to the second (e.g., greater) sensitivitylevel. In contrast, autonomous detection and switching more consistentlyenforces the location-dependent usage of different sensitivity levelsfor the aircraft (e.g., it is less likely to overlook an incomingaircraft). This makes the overall system safer for the pilot and peopleon the ground.

Returning briefly to FIG. 2, in some embodiments, to further enhancesafety, an aircraft is flown autonomously (e.g., using some autonomoustakeoff or autonomous landing process) when inside circle 202 (i.e., inthe first region) by using a first sensitivity level where the inputsignal received from the input device is ignored. The following figuredescribes this example more generally and/or formally in a flowchart.

FIG. 7 is a flowchart illustrating an embodiment of a process to usedifferent sensitivity levels to interpret an input signal received froman input device in a vehicle where the first sensitivity level is at asensitivity level where the input signal received from the input deviceis ignored. FIG. 7 is related to FIG. 1 and the same or similarreference numbers are used to indicate the related steps.

At 100′, a first sensitivity level is used to interpret an input signalreceived from an input device in a vehicle while the vehicle is in afirst region, wherein the first sensitivity level is at a sensitivitylevel where the input signal received from the input device is ignoredand at least some of the time when the input signal received from theinput device is ignored, an autonomous process is used to guide thevehicle.

In FIG. 2, for example, the first region corresponds to (e.g.,approximately) the area inside of circle 202. In this region, the firstsensitivity level is used to interpret an input signal received from aninput device and the first sensitivity level is (e.g., conceptually)“zeroed out” and/or completely insensitive to the input signal from theinput device (e.g., a joystick). In other words, inside of circle 202,the input signal from the joystick or other input device is ignored of(e.g., the value or level of) the first sensitivity level. Instead offlying per the pilot's instructions via the joystick, an autonomous(flight) process (e.g., executed by the flight computer) is used toguide the vehicle. For example, during takeoff, an autonomous takeoffprocess may be used inside of circle 202 in FIG. 2. Or, during landing,an autonomous landing process may be used inside of circle 202 in FIG.2.

At 102, a second sensitivity level is used to interpret the input signalreceived from the input device in the vehicle while the vehicle is in asecond region, wherein the second sensitivity level is greater than thefirst sensitivity level.

For example, in the area outside of circle 202 in FIG. 2, with thesecond sensitivity level (e.g., which, unlike the first sensitivitylevel, is not “zeroed out”), the flight computer no longer ignores theinput signal and the aircraft is sensitive or otherwise responsive tothe input signal from the input device. To put it another way, theautonomous (flight) process is not used in the second region.

In some embodiments, the aircraft comes to a mid-air stop (e.g., theaircraft hovers mid-air) when switching between step 100′ and step 102.For example, this may make the transition between an autonomous flightprocess (e.g., at step 100′) and guided and/or directed flight (e.g., atstep 102) smoother and/or safer.

In various embodiments, a switch between the first sensitivity level(e.g., at step 100′) and the second sensitivity level (e.g., at step102) may be initiated or otherwise performed in a variety of ways. Forexample, the processes of FIG. 4 and FIG. 7 may be combined where asignal (e.g., from a base station) causes a switch between step 100′where due to the first sensitivity level, the input signal is ignoredand an autonomous (flight) process is used at least some of the time andstep 102 where the second sensitivity level is used (e.g., where theinput signal from the pilot received via a joystick or other inputdevice is used to fly the aircraft). For brevity, that combination isnot shown in its own figure herein.

Alternatively, in some embodiments, the switch between step 100′ andstep 102 may be detected or otherwise initiated automatically. Forexample, the processes of FIG. 6 and FIG. 7 may be combined where theaircraft automatically detects when it is in the first region versus thesecond region and correspondingly when to switch between step 100′ andstep 102. For brevity, that combination is not shown in its own figureherein.

The following figure describes an example multicopter which may performthe techniques described above.

FIG. 8A is a diagram illustrating an embodiment of a single-seatmulticopter. Multicopter 800 is one example of an aircraft which canperform (e.g., if desired) the technique(s) described above. In thisparticular example, multicopter 800 has two floats or pontoons (804)(e.g., which provide buoyancy for water takeoffs and/or landings, ifdesired) and a single seat (802). With this single seat configuration,it is not possible for an instructor to accompany less experiencedpilots and intervene during the flight as or if needed. As such, it maybe desirable if multicopter 800 implemented one or more of thesafety-enhancing techniques described above (e.g., which can helpenforce slower speeds around landing zones or other areas where slowerspeeds are desirable).

FIG. 8B is a diagram illustrating an embodiment of the cockpit of asingle-seat multicopter. FIG. 8B continues the example of FIG. 8A andshows a pilot's perspective of the cockpit, including the hand controls(or, more generally, input devices) which the pilot uses to fly themulticopter. In this example, the multicopter has hand controls (i.e.,input devices): thumbwheel 810 and joystick 812.

Thumbwheel 810 is located on the left side of the cockpit and is used tocontrol the multicopter's altitude (e.g., along the multicopter'svertical axis). The thumbwheel is a spring-centered thumbwheel. When nopressure is applied to the thumbwheel, the thumbwheel is pushed byinternal springs into a centered position. In this centered position,the (e.g., current) altitude of the multicopter is maintained. If thethumbwheel is pushed up, the multicopter ascends (e.g., with thevertical speed proportional or otherwise dependent upon the amount ordegree of displacement from center). If the thumbwheel is pushed down,the multicopter descends.

The joystick (812) is located on the right side of the cockpit andcontrols movement within a 2D plane (e.g., at a given altitude, within a2D plane defined by the multicopter's lateral axis and longitudinalaxis). The joystick is spring centered and goes into a centered positionif no pressure is applied to the joystick. The multicopter moves in thedirection indicated by the joystick's direction of displacement and at aspeed that is proportional or otherwise dependent upon the amount ordegree of displacement from center.

Initially, it was thought that pilots would want control over theaircraft's altitude (e.g., via thumbwheel 810) in addition to movementwithin a 2D plane (e.g., via joystick 812). However, feedback fromand/or observations of pilots (and especially inexperienced pilots)during test flights indicated that altitude control is not necessaryand/or always desired. For this reason, in some newer prototypes of themulticopter, there is no input device to control altitude (e.g., thereis no up-down thumbwheel 810). Instead, the altitude is controlledautonomously or automatically (e.g., based on location and/or anautonomous flight process) or externally (e.g., by a controller on theground). The following figures describe some examples of this.

FIG. 9A is a diagram showing an embodiment of a multicopter without aninput device for altitude control where the altitude is controlled by asupervisor at a base station. In the example shown, a takeoff is beingperformed. The multicopter at position 902 has just taken off fromlanding zone 900. The multicopter in this example is configured toascend (e.g., automatically) to a low and slow altitude (904). Forexample, when the aircraft is still on landing zone 900, the pilotpushes the joystick (not shown) forwards to move the aircraft forwards.In response, the aircraft may fly forwards and automatically ascend toan altitude a few meters above the surface of the water, which issufficiently high so that any variation in the altitude of themulticopter (e.g., due to noise or imprecision in the altitudecontroller) will not cause the multicopter to inadvertently dip into thewater. Meanwhile, lateral (e.g., side to side) and forward-back movementare controlled by the pilot via the joystick in this region. Forexample, the pilot may guide the multicopter from position 902 (e.g.,near landing zone 900) to position 906 (e.g., at safe distance 908 whichis some horizontal distance from the landing zone (900)). With respectto FIG. 2, safe distance 908 in this figure may correspond to circle 202in FIG. 2.

Once the pilot has flown the multicopter to safe distance 908, themulticopter is brought to a stop, hovering mid-air (see, e.g.,multicopter 906). For example, the pilot may have been instructed (e.g.,by the controller at a base station, not shown, via radio) to bring themulticopter to a mid-air (e.g., hovering) stop. Or, during someorientation session, the pilot may have been instructed to bring theaircraft out to some marker or buoy and then stop. In this example, oncethe multicopter is at a stop at safe distance 908, the controller at thebase station (not shown) sends a signal to the multicopter so that themulticopter begins ascending to a high and fast altitude 912 (e.g., analtitude where it is safe for the pilot to fly at fast(er) speeds). Insome embodiments, this signal also causes the multicopter to switch froma first sensitivity level (e.g., at step 100 in FIG. 1) to a secondsensitivity level (e.g., at step 102 in FIG. 1).

When the multicopter is at position 910, the multicopter iscorrespondingly at the high and fast altitude (912). Subsequently, themulticopter will remain at that altitude (i.e., the high and fastaltitude) while permitting the pilot to control movement within the 2Dplane (e.g., forward and back, side to side, rotating about a verticalaxis, etc.). For example, the pilot may use the joystick to fly forwardsfrom multicopter position 910 to multicopter position 914 further awayfrom the landing zone (e.g., with the altitude at a fixed altitude thatis not controllable by the pilot).

To land, the reverse sequence would be performed. For example, themulticopter would be flown in by the pilot to approximately the safedistance (908) at the high and fast altitude (912) and brought to amid-air, hovering stop. The controller or supervisor at the base stationwould then initiate the descent to the low and slow altitude (904). Thepilot would then fly (e.g., at slower speeds per the first sensitivitylevel which applies closer to the landing zone) to the landing zone atthe low and slow altitude (904).

In some embodiments, an automated flight process is used at or near alanding zone (or any other first region of interest). The followingfigure describes an example of this.

FIG. 9B is a diagram showing an embodiment of a multicopter without aninput device for altitude control where the altitude is controlled by anautonomous flight process. In this example, an automated takeoff processcontrols the flight of the multicopter when the multicopter isrelatively close to the landing zone (950), for example at distancesless than safe distance 952. Since an automated takeoff process isalready controlling the multicopter, the automated takeoff process istasked with (also) controlling altitude.

Initially, the multicopter is on landing zone 950 when the automatedtakeoff process begins. In this example, the automated takeoff processflies the multicopter forward and upward to position 954. The automatedtakeoff process continues this upward and forward flight path until themulticopter reaches position 956, which is at a safe distance (952) fromthe landing zone (950) and at a cruising altitude (958). In thisexample, the automated takeoff process brings the multicopter to ahovering mid-air stop at position 956 so that the multicopter can switchover to a guided flight mode where the pilot controls the movement ofthe aircraft (e.g., but not the altitude, as that will remain fixed atcruising altitude 958 until the pilot returns for a landing). Forexample, a display screen or speaker in the multicopter may inform thepilot that the automated takeoff process has ended and/or that the pilotcan begin flying the aircraft.

At stopped position 956, the aircraft also switches over from the firstsensitivity level associated with the first region (e.g., where theinput signal from the joystick is ignored) to the second sensitivitylevel associated with the second region (e.g., where the aircraft isresponsive and/or sensitive to the input signal from the joystick). Forexample, the pilot may guide or fly the multicopter from position 956 toposition 960, which is enabled or otherwise permitted by the aircraftsince the second sensitivity level is used to interpret the input signalfrom the joystick (e.g., whereas the first sensitivity level in thisexample would cause the input signal from the joystick to be ignored).Until the pilot wishes to land, the pilot will be able to control themovement of the multicopter except for the altitude which will remain atthe cruising altitude (958). To land, the reverse sequence occurs.

The following figure describes the above examples more generally and/orformally in a flowchart.

FIG. 10 is a flowchart illustrating an embodiment of a process to usedifferent sensitivity levels to interpret an input signal received froman input device in a vehicle where there is no input device for altitudecontrol. FIG. 10 is related to FIG. 1 and the same or similar referencenumbers are used to indicate the related steps.

At 100″, a first sensitivity level is used to interpret an input signalreceived from an input device in a vehicle while the vehicle is in afirst region, wherein the input device is not configured to control thealtitude of the vehicle and no other input device is provided whichcontrols the altitude of the vehicle. See, for example, the cockpitinterior shown in FIG. 8B. To make it easier for inexperienced pilots tofly the multicopter shown in FIG. 8A and FIG. 8B, up-down thumbwheel 810(e.g., which is used to control altitude) is removed in some versions orprototypes so that the pilots have fewer things to think and/or worryabout. Instead, the pilots will only have joystick 812.

At 102, a second sensitivity level is used to interpret the input signalreceived from the input device in the vehicle while the vehicle is in asecond region, wherein the second sensitivity level is greater than thefirst sensitivity level. For example, in FIG. 9A, the second regioncorresponds to the region beyond safe distance 908 with respect tolanding zone 900 (i.e., the second region is to the right of line 908).Similarly, in the example of FIG. 9B, the second region corresponds tothe region beyond safe distance 952 (i.e., the second region is to theright of line 952).

At 1000, the altitude of the vehicle is controlled using a signal otherthan the input signal from the input device. For example, in FIG. 9A,between multicopter positions 902 and 906 and between multicopterpositions 910 and 914, the multicopter is held fixed at a low and slowaltitude (904) and high and fast altitude (912), respectively. Betweenmulticopter positions 906 and 910 (e.g., when the multicopter ascendsand the altitude increases), that change is triggered by a signal from asupervisor or controller at a base station (not shown); the actualascent may be controlled by an automated flight process.

In FIG. 9B, the ascent of the multicopter between multicopter positions954 and 956 (i.e., when the altitude of the multicopter increases) ismanaged by the automated takeoff process. Between multicopter positions956 and 960, the altitude is held fixed at cruising altitude 958.

In some embodiments, the processes of FIG. 4 and FIG. 10 are combined.For example, in addition to triggering the switch between using thefirst sensitivity level and using the second sensitivity level, receiptof the signal also triggers a change in the altitude of the vehicle(e.g., either an ascend or a descent). At other times, the altitude maybe kept fixed. See, for example, FIG. 9A. For brevity, this specificcombination is not shown in its own figure herein.

In some embodiments, the processes of FIG. 7 and FIG. 10 are combined.For example, the autonomous process used at step 100′ to guide thevehicle (e.g., an autonomous takeoff process or an autonomous landingprocess) is also used to change the altitude of the vehicle (e.g.,either an ascent or a descent). See, for example, FIG. 9B where theexemplary autonomous takeoff process also increases the altitude as themulticopter moves away from the landing zone. For brevity, this specificcombination is not shown in its own figure herein.

Although the foregoing embodiments have been described in some detailfor purposes of clarity of understanding, the invention is not limitedto the details provided. There are many alternative ways of implementingthe invention. The disclosed embodiments are illustrative and notrestrictive.

What is claimed is:
 1. A system, comprising: a processor; and a memorycoupled with the processor, wherein the memory is configured to providethe processor with instructions which when executed cause the processorto: use a first sensitivity level to interpret an input signal receivedfrom an input device in a vehicle while the vehicle is in a firstregion; and use a second sensitivity level to interpret the input signalreceived from the input device in the vehicle while the vehicle is in asecond region, wherein the second sensitivity level is greater than thefirst sensitivity level, and wherein in the event that the maximumvelocity of the vehicle associated with the maximum displacement of theinput device has been reached while the input signal is beinginterpreted at the first sensitivity level, the first sensitivity levelis gradually increased to the second sensitivity level.
 2. The systemrecited in claim 1, wherein the memory is further configured to providethe processor with instructions which when executed cause the processorto receive a signal associated with switching between the firstsensitivity level and the second sensitivity level, wherein in responseto receiving the signal, a switch between using the first sensitivitylevel and using the second sensitivity level is performed.
 3. The systemrecited in claim 1, wherein the memory is further configured to providethe processor with instructions which when executed cause the processorto: obtain a current location of the vehicle; and determine whether thevehicle is in the first region or the second region based at least inpart on the current location of the vehicle, wherein: in response todetermining that the vehicle is in the first region, the firstsensitivity level is used; and in response to determining that thevehicle is in the second region, the second sensitivity level is used.4. The system recited in claim 1, wherein the first sensitivity level isat a sensitivity level where the input signal received from the inputdevice is ignored and at least some of the time when the input signalreceived from the input device is ignored, an autonomous process is usedto guide the vehicle.
 5. The system recited in claim 1, wherein: thememory is further configured to provide the processor with instructionswhich when executed cause the processor to receive a signal associatedwith switching between the first sensitivity level and the secondsensitivity level, wherein in response to receiving the signal, a switchbetween using the first sensitivity level and using the secondsensitivity level is performed; and the first sensitivity level is at asensitivity level where the input signal received from the input deviceis ignored and at least some of the time when the input signal receivedfrom the input device is ignored, an autonomous process is used to guidethe vehicle.
 6. The system recited in claim 1, wherein: the memory isfurther configured to provide the processor with instructions which whenexecuted cause the processor to: obtain a current location of thevehicle; and determine whether the vehicle is in the first region or thesecond region based at least in part on the current location of thevehicle, wherein: in response to determining that the vehicle is in thefirst region, the first sensitivity level is used; and in response todetermining that the vehicle is in the second region, the secondsensitivity level is used; and the first sensitivity level is at asensitivity level where the input signal received from the input deviceis ignored and at least some of the time when the input signal receivedfrom the input device is ignored, an autonomous process is used to guidethe vehicle.
 7. The system recited in claim 1, wherein: the input deviceis not configured to control the altitude of the vehicle and no otherinput device is provided which controls the altitude of the vehicle; andthe memory is further configured to provide the processor withinstructions which when executed cause the processor to control thealtitude of the vehicle using a signal other than the input signal fromthe input device.
 8. The system recited in claim 1, wherein: the inputdevice is not configured to control the altitude of the vehicle and noother input device is provided which controls the altitude of thevehicle; and the memory is further configured to provide the processorwith instructions which when executed cause the processor to: receive asignal associated with switching between the first sensitivity level andthe second sensitivity level, wherein in response to receiving thesignal, a switch between using the first sensitivity level and using thesecond sensitivity level is performed; and control the altitude of thevehicle using a signal other than the input signal from the inputdevice, including by, in response to receiving the signal, changing thealtitude of the vehicle.
 9. The system recited in claim 1, wherein: thefirst sensitivity level is at a sensitivity level where the input signalreceived from the input device is ignored and at least some of the timewhen the input signal received from the input device is ignored, anautonomous process is used to guide the vehicle; the input device is notconfigured to control the altitude of the vehicle and no other inputdevice is provided which controls the altitude of the vehicle; and thememory is further configured to provide the processor with instructionswhich when executed cause the processor to control the altitude of thevehicle using a signal other than the input signal from the inputdevice, including by changing the altitude of the vehicle using theautonomous process.
 10. A method, comprising: using a first sensitivitylevel to interpret an input signal received from an input device in avehicle while the vehicle is in a first region; and using a secondsensitivity level to interpret the input signal received from the inputdevice in the vehicle while the vehicle is in a second region, whereinthe second sensitivity level is greater than the first sensitivitylevel, and wherein in the event that the maximum velocity of the vehicleassociated with the maximum displacement of the input device has beenreached while the input signal is being interpreted at the firstsensitivity level, the first sensitivity level is gradually increased tothe second sensitivity level.
 11. The method recited in claim 10 furthercomprising receiving a signal associated with switching between thefirst sensitivity level and the second sensitivity level, wherein inresponse to receiving the signal, a switch between using the firstsensitivity level and using the second sensitivity level is performed.12. The method recited in claim 10 further comprising: obtaining acurrent location of the vehicle; and determining whether the vehicle isin the first region or the second region based at least in part on thecurrent location of the vehicle, wherein: in response to determiningthat the vehicle is in the first region, the first sensitivity level isused; and in response to determining that the vehicle is in the secondregion, the second sensitivity level is used.
 13. The method recited inclaim 10, wherein the first sensitivity level is at a sensitivity levelwhere the input signal received from the input device is ignored and atleast some of the time when the input signal received from the inputdevice is ignored, an autonomous process is used to guide the vehicle.14. The method recited in claim 10, wherein: the method further includesreceiving a signal associated with switching between the firstsensitivity level and the second sensitivity level, wherein in responseto receiving the signal, a switch between using the first sensitivitylevel and using the second sensitivity level is performed; and the firstsensitivity level is at a sensitivity level where the input signalreceived from the input device is ignored and at least some of the timewhen the input signal received from the input device is ignored, anautonomous process is used to guide the vehicle.
 15. The method recitedin claim 10, wherein: the method further includes: obtaining a currentlocation of the vehicle; and determining whether the vehicle is in thefirst region or the second region based at least in part on the currentlocation of the vehicle, wherein: in response to determining that thevehicle is in the first region, the first sensitivity level is used; andin response to determining that the vehicle is in the second region, thesecond sensitivity level is used; and the first sensitivity level is ata sensitivity level where the input signal received from the inputdevice is ignored and at least some of the time when the input signalreceived from the input device is ignored, an autonomous process is usedto guide the vehicle.
 16. The method recited in claim 10, wherein: theinput device is not configured to control the altitude of the vehicleand no other input device is provided which controls the altitude of thevehicle; and the memory is further configured to provide the processorwith instructions which when executed cause the processor to control thealtitude of the vehicle using a signal other than the input signal fromthe input device.
 17. The method recited in claim 10, wherein: the inputdevice is not configured to control the altitude of the vehicle and noother input device is provided which controls the altitude of thevehicle; and the method further includes: receiving a signal associatedwith switching between the first sensitivity level and the secondsensitivity level, wherein in response to receiving the signal, a switchbetween using the first sensitivity level and using the secondsensitivity level is performed; and controlling the altitude of thevehicle using a signal other than the input signal from the inputdevice, including by, in response to receiving the signal, changing thealtitude of the vehicle.
 18. The method recited in claim 10, wherein:the first sensitivity level is at a sensitivity level where the inputsignal received from the input device is ignored and at least some ofthe time when the input signal received from the input device isignored, an autonomous process is used to guide the vehicle; the inputdevice is not configured to control the altitude of the vehicle and noother input device is provided which controls the altitude of thevehicle; and the method further includes controlling the altitude of thevehicle using a signal other than the input signal from the inputdevice, including by changing the altitude of the vehicle using theautonomous process.
 19. A computer program product, the computer programproduct being embodied in a non-transitory computer readable storagemedium and comprising computer instructions for: using a firstsensitivity level to interpret an input signal received from an inputdevice in a vehicle while the vehicle is in a first region; and using asecond sensitivity level to interpret the input signal received from theinput device in the vehicle while the vehicle is in a second region,wherein the second sensitivity level is greater than the firstsensitivity level, and wherein in the event that the maximum velocity ofthe vehicle associated with the maximum displacement of the input devicehas been reached while the input signal is being interpreted at thefirst sensitivity level, the first sensitivity level is graduallyincreased to the second sensitivity level.